Results
98-18-21: This amendment adopts a new airworthiness directive (AD), applicable to all CASA Model C-212 series airplanes, that requires implementation of a corrosion prevention and control program either by accomplishing specific inspections or by revising the maintenance inspection program to include such a program. This amendment is prompted by reports of incidents involving corrosion and fatigue cracking in transport category airplanes that are approaching or have exceeded their economic design goal; these incidents have jeopardized the airworthiness of the affected airplanes. The actions specified by this AD are intended to prevent degradation of the structural capabilities of the airplane due to the problems associated with corrosion.
2019-18-08: The FAA is superseding Airworthiness Directive (AD) 2019-16-04 for all Engine Alliance (EA) GP7270 and GP7277 model turbofan engines. AD 2019-16-04 required a visual inspection of the 1st-stage low- pressure compressor (LPC) rotor assembly, referred to after this as the ``engine fan hub assembly,'' for damage, a one-time eddy current inspection (ECI) of the engine fan hub blade slot bottom and blade slot front edge for cracks; and removal of parts if damage or defects are found. AD 2019-16-04 also required replacement of the engine fan hub blade lock assembly for certain GP7270 and GP7277 model turbofan engines. This AD, for certain GP7270 and GP7277 model turbofan engines, reduces the compliance time for the initial ECI and requires repetitive ECIs of the engine fan hub blade slot bottom and blade slot front edge for cracks. This AD also retains the visual inspection requirements of the engine fan hub assembly for all GP7270 and GP7277 model turbofan engines. This AD was prompted by an uncontained failure of the engine fan hub. The FAA is issuing this AD to address the unsafe condition on these products.
98-07-03: This document corrects a technical bulletin date in airworthiness directive (AD) 98-07-03 that was incorrectly published in the Federal Register on March 24, 1998 (63 FR 14026). This AD is applicable to Bell Helicopter Textron, Inc. Model 412 helicopters and Agusta S.p.A Model AB 412 helicopters and requires a temporary reduction of the never-exceed velocity (Vne) limitation until an inspection of the tail rotor yoke (yoke) assembly for fatigue damage and installation of a redesigned yoke flapping stop are accomplished. Recurring periodic and special inspections to detect occurrences of yoke overload are also required.
2007-07-04: The FAA is adopting a new airworthiness directive (AD) for all McDonnell Douglas Model MD-11 and -11F airplanes. This AD requires revising the maintenance inspection program that provides for inspection of principal structural elements (PSEs) and replacement of safe-life parts, to incorporate a new revision to the MD-11 Airworthiness Limitations Instructions. The revision reduces inspection intervals for fatigue cracking of certain PSEs, and expands the inspection area for a certain other PSE. This AD results from a revised damage tolerance analysis. We are issuing this AD to detect and correct fatigue cracking of certain PSEs, which could adversely affect the structural integrity of the airplane.
2007-07-01: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A300-600 airplanes. This AD requires an inspection to determine if certain spoiler actuators having certain part numbers are installed, and eventual replacement of all affected actuators. This AD results from failure of a distribution block, which was detected during fatigue qualification tests of certain spoiler actuators. We are issuing this AD to prevent failure of the distribution block, which could result in leakage of the hydraulic fluid that supplies those actuators. This failure could cause failure of one of the three spoiler actuators and the associated hydraulic circuits, which could result in loss of those hydraulic circuits and consequent reduced controllability of the airplane.
99-14-07: This amendment adopts a new airworthiness directive (AD), applicable to all Dassault Model Falcon 2000 series airplanes; and certain Dassault Model 900EX, and Mystere Falcon 900 series airplanes, that requires repetitive operational tests of the flap asymmetry detection system to verify proper functioning, and repair, if necessary; repetitive replacement of the inboard flap jackscrews with new jackscrews; repetitive measurement of the screw/nut play to detect discrepancies; and corrective action, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent jamming of the flap jackscrews, which could result in the inability to move the flaps or an asymmetric flap condition, and consequent reduced controllability of the airplane.
2019-17-07: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model CL-600-2B19 (Regional Jet Series 100 & 440); CL-600-2C10 (Regional Jet Series 700, 701 & 702); CL-600-2D15 (Regional Jet Series 705); CL-600-2D24 (Regional Jet Series 900); and CL-600-2E25 (Regional Jet Series 1000) airplanes. This AD was prompted by reports of incorrect deployment of forward and aft flight attendant oxygen masks. This AD requires repacking the flight attendant and lavatory oxygen box assemblies as applicable, replacing the placards, and re-identifying the assemblies. The FAA is issuing this AD to address the unsafe condition on these products.
98-03-06: 98-03-06 AIRBUS INDUSTRIE: Amendment 39-10298. Docket 97-NM-178-AD. Applicability: Model A300-600 series airplanes, as listed in Airbus Service Bulletin A300-57A6087, dated August 5, 1997; and Model A300 series airplanes, as listed in Airbus Service Bulletin A300-57A0234, dated August 5, 1997; certificated in any category. NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (d) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it. Compliance: Required as indicated, unless accomplished previously. To detect and correct cracks in Gear Rib 5 of the main landing gear attachment fittings at the lower flange, which could result in reduced structural integrity of the airplane, accomplish the following: (a) For Model A300 series airplanes that have accumulated more than 27,000 flight cycles as of the effective date of this AD: Except as provided by paragraph (b) of this AD, within 40 flight cycles after the effective date of this AD, perform a detailed visual inspection to detect cracks in Gear Rib 5 of the main landing gear attachment fittings at the lower flange, in accordance with Airbus Service Bulletin A300-57A0234, dated August 5, 1997. Thereafter, repeat the inspection at intervals not to exceed 40 flight cycles, until the actions required by paragraph (b) are accomplished. (b) For all airplanes: Perform a detailed visual and a high frequency eddy current inspection to detect cracks in Gear Rib 5 of the main landing gear attachment fittings at the lower flange, in accordance with Airbus Service Bulletin A300-57A6087 (for Model A300-600 series airplanes) or A300-57A0234 (for Model A300 series airplanes), both dated August 5, 1997; as applicable; at the time specified in paragraph (b)(1) or (b)(2) of this AD, as applicable. Accomplishment of the inspection required by this paragraph terminates the inspections required by paragraph (a) of this AD. (1) For airplanes that have accumulated 20,000 or more total flight cycles as of the effective date of this AD: Inspect within 500 flight cycles after the effective date of this AD. (2) For airplanes that have accumulated less than 20,000 total flight cycles as of the effective date of this AD: Inspect prior to the accumulation of 18,000 total flight cycles, or within 1,500 flight cycles after the effective date of this AD, whichever occurs later. (c) If any crack is detected during any inspection required by this AD, prior to further flight, repair in accordance with a method approved by the Manager, International Branch, ANM-116, FAA, Transport Airplane Directorate. (d) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, International Branch, ANM-116. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, International Branch, ANM-116. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the International Branch, ANM-116. (e) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (f) The actions shall be done in accordance with Airbus Service Bulletin A300-57A6087, dated August 5, 1997; or Airbus Service Bulletin A300-57A0234, dated August 5, 1997; as applicable. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Copies may be obtained from Airbus Industrie, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. NOTE 3: The subject of this AD is addressed in French airworthiness directive (CN) 97- 274-230(B), dated September 24, 1997. (g) This amendment becomes effective on March 9, 1998.
78-26-07: 78-26-07 BOEING: Amendment 39-3375. Applies to all Model 727 airplanes equipped with operative thrust reverser assemblies P/N 65-27800-29 through 65-27800-59 which have any of the following actuator and track assemblies: P/N 65-37920-28, -30, -32, or -34. \n\tA.\tWithin ten (10) days from the effective date of this AD, install a placard stating, "Idle Reverse Only" above the EPR indicator for each engine position equipped with one of the above operative thrust reverser assemblies, except those equipped with any of the above reverser assemblies and track and actuator assemblies that have been inspected and reworked in accordance with Boeing Service Bulletin 727-78-A86, dated December 8, 1978, or later FAA approved revisions, or an equivalent procedure approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). \n\tAll persons affected by this directive who have not already received these documents from the manufacturer, may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tThis amendment becomes effective January 3, 1979.
98-21-21: 98-21-21 Bob Fields Aerocessories: Amendment 39-10844; Docket No. 98-CE-88-AD. Applicability: Inflatable door seals, installed either in accordance with the applicable supplemental type certificate (STC) or through field approval, that are installed on, but not limited to, the following aircraft: Affected STC Make and Model Aircraft Affected SA3735NM Cessna Models 170, 170A, and 170B Airplanes SA4136WE Cessna Models 310, 310A, 310B, 310C, 310D, 310E, 310F, 310G, 310H, 310I, 310J, 310K, 310L, 310N, 310P, 310Q, 310R, T310P, T310Q, and T310R Airplanes SA2226NM Cessna Models P210N and P210R Airplanes SA3736NM Cessna Models 185, 185A, 185B, 185C, 185D, A185E, and A185F Airplanes SA4177WE Cessna Models 175, 175A, 175B, and 175C Airplanes SA4212WE Cessna Models 210, 210A, 210B, 210C, 210D, 210E,210F, 210G, 210H, 210J, 210K, 210L, 210M, 210N, T210F, T210G, T210H, T210J, T210K, T210L, T210M, T210N, 210-5 (205), and 210-5A (205A) Airplanes SA4213WE Cessna Models 310, 310A, 310B, 310C, 310D, 310F, 310G, 310H, 310I, 310J, 310K, 310L, 310N, 310P, 310Q, 310R, T310P, T310Q, and T310R Airplanes SA4283WE Cessna Models 172, 172A, 172B, 172C, 172D, 172E, 172F, 172G, 172H, 172I, 172K, 172L, 172M, and 172N Airplanes SA4284WE Cessna Models 180, 180A, 180B, 180C, 180D, 180E, 180F, 180G, 180H, 180J, and 180K Airplanes SA4285WE Cessna Models 182, 182A, 182B, 182C, 182D, 182E, 182F, 182G, 182H, 182J, 182K, 182L, 182M, 182N, 182P, 182Q, R182, and TR182 Airplanes SA4286WE Cessna Models 206, P206, P206A, P206B, P206C, P206D, P206E, TP206A, TP206B, TP206C, TP206D, TP206E, U206, U206A, U206B, U206C, U206D, U206E, U206F, U206G, TU206A, TU206B, TU206C, TU206D, TU206E, TU206F, and TU206G Airplanes SA4287WE Cessna Models 320, 320A, 320B, 320C, 320D, 320E, 320F, and 320-1 Airplanes SA4180WE Raytheon (Beech) Models H35, J35, K35, M35, N35, P35, S35, V35, V35A, V35B, 35-33, 35-A33, 35-B33, 35-C33, 35-C33A, E33, E33A, E33C, F33, F33A, F33C, G33, 36,A36, A36TC, and B36TC Airplanes SA4184WE Raytheon (Beech) Models 95, B95, B95A, E95, 95-55, 95-A55, 95-B55, 95-B5A, 95-B55B, 95-C55, D55, E55, 56TC, 58, and 58A Airplanes SA4239WE Raytheon (Beech) Models 58P, 58PA, 58TC, and 58TCA Airplanes SA4240WE Raytheon (Beech) Models 50, B50, C50, D50, D50A, D50B, D50C, D50E, D50E-5990, E50, F50, G50, H50, and J50 Airplanes SA4282WE Raytheon (Beech) Models 35, A35, B35, C35, D35, E35, F35, G35, and 35R Airplanes SA4178WE Mooney Models M20, M20A, M20C, M20D, M20E, M20F, M20G, M20J, and M20K Airplanes SA4472NM Aerostar Models PA-60-601P, PA-60-602P, and PA-60-700P Airplanes SA4234WE The New Piper Aircraft, Inc. (Piper) Models PA-34-200, PA-34-200T, and PA-34-220T Airplanes SA4179WE Piper Models PA-24, PA-24-250, PA-24-260, and PA-24-400 Airplanes SA4235WE Piper Models PA-44-180 and PA-44-180T Airplanes SA4236WE Piper Models PA-28-140, PA-28-150, PA-28-160, PA-28-180, PA-28-235, PA-28-151, PA-28-181, PA-28-161, PA-28-236, PA-28-201T, PA-285-160, PA-28S-160, PA-28S-180, PA-28R-180, PA-28R-200, PA-28R-201, PA-28R-201T, PA-28RT-201, and PA-28RT-201T Airplanes SA4237WE Piper Models PA-23, PA-23-160, PA-23-235, PA-23-250, and PA-E23-250 Airplanes SA4238WE Piper Models PA-30, PA-39, and PA-40 Airplanes SA4385WP Piper Models PA-31, PA-31-300, PA-31-325, and PA-31-350 Airplanes SA4288WE Piper Models PA-32-260, PA-32-300, PA-32S-300, PA-32-301, PA-32-301T, PA-32R-300, PA-32R-301, PA-32R-301T, PA-32RT-300, and PA-32RT-300T Airplanes SA2511NM Bellanca Models 17-30, 17-31, and 17-31TC Airplanes SA2510NM Bellanca Models 17-30A, 17-31A, and 17-31ATC Airplanes SA4316WE Wing Aircraft Company Model D-1 Airplanes NOTE 1: This AD applies to each aircraft identified in the preceding applicability provision that has the affected inflatable door seals installed, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For aircraft thathave been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (f) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it. Compliance: Required prior to further flight after the effective date of this AD, unless already accomplished. To prevent smoke and a possible fire in the cockpit caused by overheating of the electric door seal inflation systems, which could result in passenger injury, accomplish the following: (a) Deactivate the electric door seal inflation system by accomplishing the following: (1) Disconnect the battery. (2) Locate the air pump and identify the power wire to theair pump. (3) Trace the power wire to its connection to the airplane's original electrical power system. Disconnect the power wire at its attachment to the airplane's electrical power system and stow the wire end. (4) For non-pressurized airplanes or for airplanes that have an operating manual door seal inflation system, fabricate a placard that incorporates the following words utilizing letters that are at least 0.10- inch in height, and install this placard on the instrument panel within the pilot's clear view: "ELECTRIC DOOR SEAL INFLATION SYSTEM INOPERATIVE" (5) For pressurized airplanes or for airplanes that do not have an operating manual door seal inflation system, fabricate a placard that incorporates the following words utilizing letters that are at least 0.10- inch in height, and install this placard on the instrument panel within the pilot's clear view: "ELECTRIC DOOR SEAL INFLATION SYSTEM INOPERATIVE. THIS AIRPLANE CAN ONLY BE OPERATED IN UNPRESSURIZED FLIGHT" (6) Reconnect the battery before returning to service. (b) Insert a copy of this AD into the Limitations Section of the airplane flight manual (AFM). (c) As an alternative method of compliance to the actions of paragraph (a), including all subparagraphs, and paragraph (b) of this AD, remove all provisions of the Bob Fields Aerocessories inflatable door seals, and install original equipment manufacturer door seals or an FAA-approved equivalent that is of different design than the referenced Bob Fields Aerocessories inflatable door seals. (d) As of the effective date of this AD, no person may install on any aircraft, Bob Fields Aerocessories inflatable door seals either in accordance with the applicable STC or through field approval. (e) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of thisAD can be accomplished provided the following are adhered to, as applicable: (1) Locate and remove the in-line fuse for the electric door seal inflation system; or (2) Pull the system circuit breaker for the electric door seal inflation system; and (3) For pressurized airplanes or for airplanes that do not have an operating manual door seal inflation system, operate the airplane in unpressurized flight only. (f) An alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, FAA, Los Angeles Aircraft Certification Office (ACO), 3960 Paramount Blvd., Lakewood, California 90712. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Los Angeles ACO. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. (g) Information related to this AD may be examined at the FAA, Central Region, Office of the Regional Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. (h) This amendment becomes effective on October 30, 1998, to all persons except those persons to whom it was made immediately effective by priority letter AD 98-21-21, issued October 2, 1998, which contained the requirements of this amendment.
93-01-11: 93-01-11 BRITISH AEROSPACE: Amendment 39-8465. Docket 92-NM-56-AD. Applicability: All Model BAe 146-100A, -200A, and -300A series airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent reduced structural integrity of the wings, accomplish the following: (a) Prior to the accumulation of 24,000 landings, or within 60 days after the effective date of this AD, whichever occurs later: Perform an X-ray inspection to detect fatigue cracks in the left and right wing upper skins, joint straps, and stringers in the vicinity of rib "O," in accordance with British Aerospace Inspection Service Bulletin 57-41, dated July 26, 1991. (1) If cracks are found, prior to further flight, repair in accordance with a method approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Thereafter, repeat the inspection required by paragraph (a) of this AD at intervals not to exceed9,000 landings, in accordance with the service bulletin. (2) If no cracks are found, repeat the inspection required by paragraph (a) of this AD at intervals not to exceed 9,000 landings, in accordance with the service bulletin. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The inspections shall be done in accordance with British Aerospace Inspection Service Bulletin 57-41, dated July 26, 1991. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, DC 20041-0414. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on March 2, 1993.
92-19-13: 92-19-13 AIRBUS INDUSTRIE: Amendment 39-8371. Docket 92-NM-52-AD. Applicability: Model A320 series airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent tail strikes and damage to the airplane, accomplish the following: (a) Within 60 days after the effective date of this AD, revise the Limitations Section of the FAA-approved Airplane Flight Manual (AFM) to include the following statement. This may be accomplished by inserting a copy of this AD into the AFM. "Use of automatic landing in configuration 3 (CONF 3) is prohibited." (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it tothe Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) This amendment becomes effective on October 9, 1992.
2019-15-07: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-100, 737-200, 737-200C, 737-300, 737-400, and 737-500 series airplanes. This AD was prompted by reports of cracks in the frames below the passenger floor. This AD requires repetitive inspections for cracking of the fuselage lower lobe frames, and applicable on-condition actions. This AD also provides an optional terminating action for certain repetitive inspections. The FAA is issuing this AD to address the unsafe condition on these products.
98-06-04: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 98-06-04 which was sent previously to all known U.S. owners and operators of Eurocopter France Model AS332C, L, and L1 and Model SA330F, G, and J helicopters by individual letters. This AD requires performing a procedure to determine the angular play of the tail rotor gearbox, and repeating the procedure at certain intervals. This amendment is prompted by an accident involving a Model SA330 helicopter which resulted from the loss of the tail rotor drive. An investigation determined that the loss of the tail rotor drive was caused by excessive play between the tail rotor gearbox bevel gear and the bevel wheel. This condition, if not corrected, could result in failure of the tail rotor gearbox, loss of tail rotor drive, and subsequent loss of control of the helicopter.
82-06-07: 82-06-07 BELL HELICOPTER TEXTRON (BHT): Amendment 39-4340. Applies to Model 214B series helicopters, Serial Numbers 28001 through 28060, certificated in all categories (Airworthiness Docket No. 81-ASW-58). a. To prevent fatigue failure of tail rotor yokes, Part Numbers 214-010-702-001, - 105, and -107, accomplish the following: (1) Inspect the tail rotor yoke by magnetic particle inspection in accordance with Bell Helicopter Textron Alert Service Bulletin No. 214-81-18 dated September 18, 1981, or FAA approved equivalent, at the next flapping/pitch change bearing replacement following the effective date of this AD or, in any case not later than July 12, 1982. (The inspection is not required if the applicable Bell Helicopter Textron Alert Service Bulletin has previously been complied with.) (2) If any inclusions are detected, the yoke shall be rejected and replaced with a like serviceable part. b. Any equivalent method of compliance with this AD must be approved by the Chief, Aircraft Certification Division, Southwest Region, Federal Aviation Administration. c. In accordance with FAR 21.197, flight is permitted to a base where the inspection required by this AD may be accomplished. This amendment becomes effective April 12, 1982.
2019-17-04: The FAA is superseding Airworthiness Directive (AD) 2019-06- 09, which applied to certain Airbus SAS Model A350-941 airplanes. AD 2019-06-09 required repetitive tightness checks of the baby bassinet inserts installed on stowages and partitions and, depending on findings, accomplishment of applicable corrective actions, as specified in a European Aviation Safety Agency (EASA) AD, which was incorporated by reference. This new AD continues to require repetitive tightness checks of the baby bassinet inserts installed on stowages and partitions and, depending on findings, accomplishment of applicable corrective actions, and also requires modification of the baby bassinet inserts, which constitutes terminating action for the repetitive tightness checks; as specified in an EASA AD, which is incorporated by reference. This AD was prompted by reports that baby bassinet inserts installed on airplane stowages and partitions were found loose because a self-securing fixation device (Loctite) had not been applied. The FAA is issuing this AD to address the unsafe condition on these products.
99-01-12: This document publishes in the Federal Register an amendment adopting airworthiness directive (AD) 99-01-12 that was sent previously to all known U.S. owners and operators of certain EMBRAER Model EMB-145 series airplanes by individual notices. This AD requires revisions to the Airplane Flight Manual to provide the flight crew with updated procedures for prohibiting use of the autopilot below 1,500 feet above ground level, emergency procedures for pitch trim runaway, and abnormal procedures for autopilot trim failure and stabilizer out of trim. This AD also requires installation of certain warning placards. This action is prompted by a report indicating that, during a flight test of a similar airplane model, the pitch trim monitoring subsystem malfunctioned internally. The actions specified by this AD are intended to prevent failure of the pitch trim system, which could cause undetected autopilot trim runaway, and consequent reduced controllability of the airplane, uncommanded autopilot disconnect, and excessive altitude loss.
2000-10-03: This amendment adopts a new airworthiness directive (AD), applicable to all McDonnell Douglas Model DC-10 series airplanes, that requires a one-time detailed visual inspection to determine if wire segments of the wire bundle routed through the feed through on the aft side of the flight engineer's station are damaged or chafed, and corrective actions, if necessary. This amendment is prompted by a report of smoke coming out of the flight engineer's upper right circuit breaker panel, which was followed by circuit breakers popping and the panel lights going out. The actions specified by this AD are intended to prevent chafing of the wire bundle located behind the flight engineer's panel caused by the wire bundle coming in contact with the lower edge of the feed through and consequent electrical arcing, which could result in smoke and fire in the cockpit.
83-02-09: 83-02-09 BOEING: Amendment 39-4549. Applies to Model 707, 727C, and 727-100C series airplanes certificated in all categories listed in Boeing Service Bulletins Number 2999, Revision 3, and Number 727-52-79, Revision 4, or later FAA approved revisions. \n\n\tCompliance required as indicated unless already accomplished. \n\n\tTo detect cracking of the main cargo door skin and frames and to prevent rapid decompression or loss of a portion of the door accomplish the following in accordance with Boeing Service Bulletins Number 2999, Revision 3, or Number 727-52-79, Revision 4, or later FAA approved revisions. \n\n\tA.\tWithin the next 500 landings after the effective date of this AD, or prior to accumulating 25,000 landings, whichever occurs later, inspect for cracks in the main cargo door skin between B.S. 505 and B.S. 595 from the lower edge of the door hinge downwards a minimum of six inches, and six inches above and three inches below the center line of stringer 10. Inspect visually or by using eddy current or X-ray procedures as specified in the applicable service bulletin. \n\n\tB.\tRepeat the inspections at intervals not to exceed one of the following until the airplane is modified in accordance with the applicable service bulletin listed in paragraph D: \n\n\t\t1.\t500 landings, if visually inspected, or \n\t\t2.\t750 landings, if eddy current inspected, or \n\t\t3.\t1,000 landings, if X-ray inspected. \n\n\tC.\tCracks are to be repaired prior to further pressurized flight in accordance with the following service bulletins: \n\n\t\t1.\tFor Boeing Model 707/720 series airplanes: Boeing Service Bulletin No. 2999, Revision 3, or later FAA approved revisions. \n\n\t\t2.\tFor Boeing Model 727C and 727-100C series airplanes: Boeing Service Bulletin No. 727-52-79, Revision 4, or later FAA approved revisions. \n\n\tD.\tModification in accordance with the Boeing Service Bulletin listed in paragraph C. or later FAA approved revisions constitutes terminating action for this AD. \n\n\tE.\tForthe purpose of this AD, and when approved by an FAA maintenance inspector, the number of landings may be computed by dividing each airplane's time in service by the operator's fleet average time from takeoff to landing for the aircraft type. \n\n\tF.\tAircraft may be ferried to a maintenance base for repair in accordance with FAR Sections 21.197 and 21.199. \n\n\tG.\tAlternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: Acceptable incorporation of the Boeing Model 707/720 Supplemental Structural Inspection Document (SSID) into the approved airplane maintenance program of a B707/720 operator constitutes an approved alternate means of AD compliance for B707/720 airplanes. \n\n\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1).All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at the FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective March 31, 1983.
98-06-28: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Learjet Model 31 and 35A airplanes, that currently requires replacement of two segments of 16 American Wire Gauge (AWG) wire with 8 AWG wire at the connector that is connected to the auxiliary cabin heater relay box. That AD was prompted by a report indicating that two segments of the 16 AWG wire in the auxiliary cabin heater, which were spliced during production, do not provide adequate current-carrying capacity. This amendment requires the installation of a new replacement wire assembly. The actions specified by this AD are intended to prevent electrical arcing and consequent fire hazard that could result from wiring with inadequate current-carrying capacity.
2019-16-16: The FAA is superseding Airworthiness Directive (AD) 2018-18-12 for Airbus Helicopters (Airbus) Model AS350B, AS350B1, AS350B2, AS350B3, and AS350BA helicopters with a certain part-numbered Pall Aerospace Corporation Inlet Barrier Filter (IBF) element installed. AD 2018-18-12 required revising the Rotorcraft Flight Manual Supplement (RFMS) for your helicopter to prohibit operating a helicopter with an IBF element in wet weather and drying or replacing the IBF element if wet. This AD retains the requirements of AD 2018-18-12 but no longer allows reinstallation of a filter after it has been removed. This AD also expands the applicability, provides an optional terminating action for the RFMS revision for your helicopter, and prohibits installing the affected IBFs on any helicopter. This AD was prompted by further review of the unsafe condition and the determination that additional part- numbered IBF elements are affected by the unsafe condition. The actions of this AD are intendedto address an unsafe condition on these products.
89-17-03: 89-17-03 CALIFORNIA DEPARTMENT OF FORESTRY; GARLICK HELICOPTERS; HAWKINS AND POWERS AVIATION, INC; HERCULES; INTERNATIONAL HELICOPTERS, INC; OREGON HELICOPTERS; PILOT PERSONNEL INTERNATIONAL, INC; SMITH HELICOPTERS; SOUTHERN AERO CORPORATION, AND WEST COAST FABRICATIONS (these helicopters were manufactured by Bell Helicopter Textron, Inc., under military contract): Amendment 39- 6251. (Airworthiness Docket No. 88-ASW-33) Applicability: Model UH-1A, UH-1B, UH-1E, UH-1F, UH-1L, and TH-1L helicopters certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent possible fatigue failure of the main rotor masts, part number (P/N) 204-011- 450-001, -005, -007, -101, -105, -109, and -113, and main rotor trunnion, (P/N) 204-011-105-001, which could result in a catastrophic failure of the main rotor system and subsequent loss of the helicopter, accomplish the following: (a) Within 10 days after the effective date of this AD,create a historical service record for the main rotor mast, (P/N) 204-011-450-001, -005, -007, -101, -105, -109, and -113, and main rotor trunnion, (P/N) 204-011-105-001, and record the hours' time in service accumulated on the main rotor mast and trunnion. If the time in service cannot be determined, enter 900 hours for each year from the date the mast and trunnion were installed. (b) For masts and trunnions with more than 14,900 hours' time in service on the effective date of this AD, remove the masts and trunnions from service within the next 100 hours' time in service. (c) For masts and trunnions with less than 14,900 hours' time in service on the effective date of this AD, remove the masts and trunnions from service at 15,000 hours' time in service. (d) An alternate means of compliance which provides an equivalent level of safety with this AD may be used when approved by the Manager, Rotorcraft Certification Office, ASW-170, Federal Aviation Administration, Fort Worth, Texas 76193-0170. This amendment (39-6251, AD 89-17-03) becomes effective on September 5, 1989.
92-24-02: 92-24-02 DE HAVILLAND: Amendment 39-8407. Docket No. 91-CE-93-AD. Applicability: Model DHC-2 Beaver MK-I, MK-II, and MK-III airplanes (all serial numbers), certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent horizontal stabilizer front center spar failure, which could lead to loss of control of the airplane, accomplish the following: NOTE 1: The compliance times specified in this AD take precedence over those referenced in the service information. (a) Within the next 4 calendar months after the effective date of this AD, accomplish the following: (1) Dye penetrant inspect the horizontal stabilizer front center spar for cracks in accordance with paragraphs 1, 2, and 3 of Part A. of the ACCOMPLISHMENT INSTRUCTIONS section of de Havilland Service Bulletin (SB) 2/47, Revision C, dated September 4, 1992. (i) If no cracks are found, accomplish the requirements of paragraph (a)(2) of this AD oraccomplish the requirements of paragraph 5 of Part A. of the ACCOMPLISHMENT INSTRUCTIONS section of de Havilland SB 2/47, Revision C, dated September 4, 1992, whichever is applicable. (ii) If cracks are found on airplanes not having a gusset plate installed on the rear face of the horizontal stabilizer front center spar (Pre-Modification 2/758), prior to further flight, replace the horizontal stabilizer front center spar in accordance with Part B. of the ACCOMPLISHMENT INSTRUCTIONS section of de Havilland SB 2/47, Revision C, dated September 4, 1992. (iii) If cracks are found on airplanes that have a gusset plate installed on the rear face of the horizontal stabilizer front center spar (Post-Modification 2/758), within the next 8 calendar months, replace the horizontal stabilizer front center spar in accordance with Part B. of the ACCOMPLISHMENT INSTRUCTIONS section of de Havilland SB 2/47, Revision C, dated September 4, 1992. (2) For airplanes that have lighteningholes in the horizontal stabilizer front center spar (Pre-Modification 2/466) and that did not have the horizontal stabilizer front center spar replaced as required by either paragraph (a)(1)(ii) or (a)(1)(iii) of this AD, visually inspect the front spar web for cracks in accordance with paragraph 4 of Part A. of the ACCOMPLISHMENT INSTRUCTIONS section of de Havilland SB 2/47, Revision C, dated September 4, 1992. (i) If no cracks are found, accomplish the requirements of paragraph 5 of Part A. of the ACCOMPLISHMENT INSTRUCTIONS section of de Havilland SB 2/47, Revision C, dated September 4, 1992. (ii) If any cracks are found, prior to further flight, replace the horizontal stabilizer front center spar in accordance with Part B. of the ACCOMPLISHMENT INSTRUCTIONS section of de Havilland SB 2/47, Revision C, dated September 4, 1992. NOTE 2: De Havilland SB 2/47, Revision C, dated September 4, 1992, references both the horizontal stabilizer front center spar and the tailplane front center spar. These are one and the same. For the purposes of this AD, all reference is to the horizontal stabilizer front center spar. (b) If any previously stop-drilled cracks are found per the inspections specified in paragraphs (a)(1) and (a)(2) of this AD, within the following time frames, replace the horizontal stabilizer front center spar in accordance with Part B. of the ACCOMPLISHMENT INSTRUCTIONS section of de Havilland SB 2/47, Revision C, dated September 4, 1992, unless already accomplished in accordance with either paragraph (a)(1)(ii), (a)(1)(iii), or (a)(2)(ii) of this AD: (1) Within the next 12 calendar months if the stop-drilled cracks have not progressed past the stop. (2) Within the next 8 calendar months if the stop-drilled cracks have progressed past the stop and the airplane has a gusset plate installed on the rear face of the horizontal stabilizer front center spar (Post-Modification 2/758). (3) Prior to further flight if thestop-drilled cracks have progressed past the stop and the airplane does not have a gusset plate installed on the rear face of the horizontal stabilizer front center spar (Pre-Modification 2/758). (c) Within the next 24 calendar months after the effective date of this AD, accomplish the following: (1) For airplanes having serial numbers (S/N) 1 through 100, install longer pick-up brackets (Modification 2/436) in accordance with the instructions in de Havilland Technical News Sheet B55, dated August 1, 1952, unless already incorporated. NOTE 3: Modification 2/436 was incorporated at manufacture on airplanes beginning with S/N 101. Other airplanes may have incorporated this modification in the field. (2) For airplanes having S/N 1 through 317, install a gusset plate on the rear face at each of the pick-up brackets (Modification 2/758) in accordance with the instructions in de Havilland Technical News Sheet B55, dated August 1, 1952, unless already incorporated.NOTE 4: Modification 2/758 was incorporated at manufacture on airplanes beginning with S/N 318. Other airplanes may have incorporated this modification in the field. NOTE 5: Modification 2/466 - installation of tailplane front spar without lightening holes - is referenced in de Havilland SB 2/47, Revision C, dated September 4, 1992. Accomplishment of this AD incorporates this modification. (d) Within the next 24 calendar months after the effective date of this AD or within 24 calendar months after accomplishing the requirements of paragraph (c) of this AD, whichever occurs later, and thereafter at intervals not to exceed 24 calendar months, visually inspect the front face of the horizontal stabilizer front center spar for cracks. If any cracks are found, prior to further flight, obtain a repair scheme from the manufacturer through the New York Aircraft Certification Office at the address specified in paragraph (f) of this AD, and accomplish the repair in accordance with the repair scheme obtained. (e) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (f) An alternative method of compliance or adjustment of the compliance times that provides an equivalent level of safety may be approved by the Manager, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581. The request shall be forwarded through an FAA Maintenance Inspector, who may add comments and then send it to the Manager, New York Aircraft Certification Office. NOTE 6: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the New York Aircraft Certification Office. (g) The inspections and modifications required by this AD shall be done in accordance with de Havilland Service Bulletin 2/47, Revision C, dated September 4, 1992; and deHavilland Technical News Sheet B55, dated August 1, 1952. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from de Havilland, Inc., Downsview, Ontario, Canada, M2K 1Y5. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (h) This amendment becomes effective on December 15, 1992.
82-17-03: 82-17-03 SIKORSKY AIRCRAFT: Amendment 39-4437. Applies to Sikorsky Model S-76A helicopters, equipped with rotor brake systems, certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent the possibility of fire due to a malfunctioning rotor brake, accomplish the following: (a) Within the next 10 hours' time in service after the effective date of the AD on aircraft equipped with P/N 76363-09101-101 rotor brake: (1) Prior to each flight whenever the rotor brake has previously been applied, inspect puck-to-disk clearance for .045 inch minimum at all 4 pucks. (2) If the puck-to-disk clearance is less than .045 inch, remove rotor brake assembly and replace with a serviceable unit. (b) Within the next 90 days after the effective date of the AD, unless already accomplished: (1) Modify the No. 2 relay panel assembly in accordance with the Accomplishment Instructions, Paragraph 2, of Sikorsky Customer Service Bulletin No. 76-66-7, dated March 9, 1981, or FAA approved equivalent. (2) Modify the brake installation by the addition of shield assemblies in accordance with the Accomplishment Instructions, Paragraph 2, of Sikorsky Customer Service Bulletin No. 76-66-8A, dated September 30, 1981, or FAA approved equivalent. NOTE: After installation of the shield assemblies, the supplementary installation of an access door in the upper rotor brake shield, in accordance with Sikorsky Customer Service Notice No. 76-79, dated December 23, 1981, or later FAA approved revision, may be accomplished at the operator's option. (3) Install a warning relay in accordance with the Accomplishment Instructions, Paragraph 2, of Sikorsky Customer Service Bulletin No. 76-66-10B, dated November 25, 1981, or FAA approved equivalent. (4) Modify Sikorsky P/N 76363-09101-101 brake by the installation of torqueless grip adjusters, Goodyear P/N 9522164, in accordance with Sikorsky Customer Service Notice No. 76-51B, dated April 22, 1982, or FAA approved equivalent, and Customer Service Letter CSL-SPT-82-089, dated May 20, 1982, or FAA approved equivalent. Reassemble and test in accordance with Paragraph B and C of Sikorsky Customer Service Notice No. 76-51B, dated April 22, 1982, or FAA approved equivalent. (c) After compliance with paragraph (b) of the AD, the inspection prescribed by paragraph (a)(1) above is no longer required. (d) Equivalent means of compliance may be approved by the Chief, Boston Aircraft Certification Branch, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. This amendment becomes effective August 23, 1982.
86-20-08: 86-20-08 MCDONNELL DOUGLAS: Amendment 39-5434. Applies to McDonnell Douglas Model DC-8 series -10 through -50, -61, -61F, -71, and -71F airplanes with left and/or right wing front spar lower cap Part Numbers 5597838-1, -2, not modified in accordance with McDonnell Douglas DC-8 Service Bulletin 57-90, dated October 3, 1983, certificated in any category. Compliance required as indicated. \n\n\tTo prevent the loss of structural integrity of the left and/or right wing due to metal fatigue failure of the front spar lower cap, prior to the accumulation of 30,000 flight-hours or within 200 flight-hours after the effective date of this AD, whichever occurs later, accomplish the following, unless already accomplished within the last 3,400 flight-hours: \n\n\tA.\tVisually or eddy current inspect left and right wing front spar lower cap, P/N's 5597838-1, -2, between Stations Xfs = 515.000 and Xfs = 526.760 for cracks in accordance with paragraph 2.B. of McDonnell Douglas DC-8 Service Bulletin57-90 dated October 3, 1983, or later FAA-approved revisions. \n\n\tB.\tIf no crack is found, accomplish repetitive inspections on the spar cap in accordance with paragraph A. of this AD, at intervals not to exceed 3,600 flight-hours or one calendar year, whichever occurs first. \n\n\tC.\tIf crack(s) are found, before further flight: \n\n\t\t1.\tFor cracks within repairable limits, as defined by paragraph 2.B. of DC-8 Service Bulletin 57-90, repair cracked spar cap in accordance with paragraph 2.B. of that service bulletin. \n\n\t\t2.\tFor cracks greater than those specified by the above service bulletin, repair in a manner approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tD.\tModification of the attach holes in the forward tang of the front spar lower cap in accordance with paragraph 2.B. of DC-8 Service Bulletin 57-90 constitutes terminating action for the repetitive inspection requirements in paragraph B. of this AD. \n\n\tE.\tAlternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tF. \tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-L65 (54-60). These documents also may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis Amendment becomes effective October 20, 1986.